Besluit toezicht luchtvaart BES

Type Amvb Bes

Publication 2021-01-01

State In force

Source BWB

artikelen 69

Note – Specifications governing the quality system are given in Annex 15, Chapter 3.

2.1.2 The integrity of aeronautical data is maintained throughout the data process from survey/origin to the next intended user. Aeronautical data integrity requirements shall be based upon the potential risk resulting from the corruption of data and upon the use to which the data item is put. Consequently, the following classification and data integrity level shall apply:

2.1.3 Protection of electronic aeronautical data while stored or in transit shall be totally monitored by the cyclic redundancy check (CRC). To achieve protection of the integrity level of critical and essential aeronautical data as classified in 2.1.2, a 32 or 24 bit CRC algorithm shall apply respectively.

2.1.4 To achieve protection of the integrity level of routine aeronautical data as classified in 2.1.2, a 16 bit CRC algorithm shall apply.

Note – Guidance material on the aeronautical data quality requirements (accuracy, resolution, integrity, protection and traceability) is contained in the World Geodetic System – 1984 (WGS-84) Manual (Doc 9674). Supporting material in respect of the provisions of Appendix 5 related to accuracy and integrity of aeronautical data, is contained in RTCA Document DO-201A and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-77, entitled Industry Requirements for Aeronautical Information.

2.1.5 Geographical coordinates indicating latitude and longitude shall be determined and reported to the aeronautical information services authority in terms of the World Geodetic System – 1984 (WGS-84) geodetic reference datum, identifying those geographical coordinates which have been transformed into WGS-84 coordinates by mathematical means and whose accuracy of original field work does not meet the requirements in Appendix 5, Table A5-1.

2.1.6 The order of accuracy of the field work shall be such that the resulting operational navigation data for the phases of flight will be within the maximum deviations, with respect to an appropriate reference frame, as indicated in tables contained in Appendix 5.

2.1.7 In addition to the elevation (referenced to mean sea level) of the specific surveyed ground positions at aerodromes, geoid undulation (referenced to the WGS-84 ellipsoid) for those positions as indicated in Appendix 5, shall be determined and reported to the aeronautical information services authority.

2.2. Aerodrome reference point

Note 2 – Specifications governing the publication of WGS-84 coordinates are given in Part 4, Chapter 2 and Annex 15, Chapter 3.

2.2.2 The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and shall normally remain where first established.

2.2.1 An aerodrome reference point shall be established for an aerodrome.

2.3. Aerodrome and runway elevations

2.2.3 The position of the aerodrome reference point shall be measured and reported to the Aeronautical Information Services in degrees, minutes and seconds.

2.3.2 For an aerodrome used by international civil aviation for non-precision approaches, the elevation and geoid undulation of each threshold, the elevation of the runway end and any significant high and low intermediate points along the runway shall be measured to the accuracy of one-half meter or foot and reported to the aeronautical information services authority.

2.3.1 The aerodrome elevation and geoid undulation at the aerodrome elevation position shall be measured to the accuracy of one-half meter or foot and reported to the aeronautical information services authority.

2.4. Aerodrome reference temperature

Note – Geoid undulation must be measured in accordance with the appropriate system of coordinates.

2.4.2 The aerodrome reference temperature shall be the monthly mean of the daily maximum temperatures for the hottest month of the year (the hottest month being that which has the highest monthly mean temperature). This temperature shall be averaged over a period of years.

2.5.2 The geographical coordinates of each threshold shall be measured and reported to the Aeronautical Information Services in degrees, minutes, seconds and hundredths of seconds.

2.5.1 The following data shall be measured or described, as appropriate, for each facility provided on an aerodrome:

2.5.2 The geographical coordinates of each threshold shall be measured and reported to the Aeronautical Information Services in degrees, minutes, seconds and hundredths of seconds.

2.5.3 Open.

2.5.4 The geographical coordinates of each aircraft stand shall be measured and reported to the Aeronautical Information Services in degrees, minutes, seconds and hundredths of seconds.

2.5.5 The geographical coordinates of obstacles in Area 2 (the part within the aerodrome boundary) and in Area 3 shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and tenths of seconds. In addition, the top elevation, type, marking and lighting (if any) of obstacles shall be reported to the aeronautical information services authority.

2.6. Strength of pavements

Note 2 – Appendix 5 provides requirements for obstacle data determination in Areas 2 and 3.

2.6.2 The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5700 kg shall be made available using the aircraft classification number – pavement classification number (ACN-PCN) method by reporting all of the following information:

2.6.1 The bearing strength of a pavement shall be determined.

Note – If necessary, PCNs may be published to an accuracy of one-tenth of a whole number.

2.6.3 The pavement classification number (PCN) reported shall indicate that an aircraft with an aircraft classification number (ACN) equal to or less than the reported PCN can operate on the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for specified aircraft type(s).

2.6.4 The ACN of an aircraft shall be determined in accordance with the standard procedures associated with the ACN-PCN method as indicated in the Aerodrome Design Manual Part 3.

Note – The standard procedures for determining the ACN of an aircraft are given in the Aerodrome Design Manual, Part 3. For convenience several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the four subgrade categories in 2.6.6 b) below and the results tabulated in that manual.

2.6.5 For the purposes of determining the ACN, the behavior of a pavement shall be classified as equivalent to a rigid or flexible construction.

2.6.6 Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire pressure category and evaluation method shall be reported using the following codes:

Note – If the actual construction is composite or non-standard, include a note to that effect (see example 2 below).

Note – The following examples illustrate how pavement strength data are reported under the ACN-PCN method.

Example 1 – If the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be: PCN 80 / R / B / W / T

Example 2 – If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is 1.00 MPa, then the reported information would be: PCN 50 / F / A / Y / U

Note – Composite construction.

Example 3 – If the bearing strength of a flexible pavement,resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 40 and the maximum allowable tire pressure is 0.80 MPa, then the reported information would be: PCN 40 / F / B / 0.80 MPa /T

Example 4 – If a pavement is subject to a B747-400 all-up mass limitation of 390 000 kg, then the reported information would include the following Note

Note – The reported PCN is subject to a B747-400 all-up mass limitation of 390 000 kg.

2.6.7 Aerodrome operators shall establish criteria to regulate the use of a pavement by an aircraft with an ACN higher than the PCN reported for that pavement in accordance with 2.6.2 and 2.6.3.

Note – Attachment A, Section 19 details a simple method for regulating overload operations while the Aerodrome Design Manual, Part 3 includes the descriptions of more detailed procedures for evaluation of pavements and their suitability for restricted overload operations.

2.7. Pre-flight altimeter check location

Example: 4000 kg/0.50 MPa.

2.7.2 A pre-flight check location shall be located on an apron.

2.7.1 One or more pre-flight altimeter check locations shall be established for an aerodrome.

2.7.2 A pre-flight check location shall be located on an apron.

Note 1 – Locating a pre-flight altimeter check location on an apron enables an altimeter check to be made prior to obtaining taxi clearance and eliminates the need for stopping for that purpose after leaving the apron.

2.8. Declared distances

2.7.3 The elevation of a pre-flight altimeter check location shall be given as the average elevation, rounded to the nearest meter or foot, of the area on which it is located. The elevation of any portion of a pre-flight altimeter check location shall be within 3 m (10 ft) of the average elevation for that location.

Note – Guidance on calculation of declared distances is given in Attachment A, Section 3.

2.9.2 The condition of the movement area and the operational status of related facilities shall be monitored and reports on matters of operational significance or affecting aircraft performance given, particularly in respect of the following:

2.9.1 Information on the condition of the movement area and the operational status of related facilities shall be provided to the Aeronautical Information Service, and similar information of operational significance to the air traffic services units, to enable those units to provide the necessary information to arriving and departing aircraft. The information shall be kept up to date and changes in conditions reported without delay.

Water on a runway

Note – Guidance on carrying out daily inspections of the movement area is given in the Airport Services Manual, Part 8 and in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

DAMP – the surface shows a change of color due to moisture.

2.9.4 Whenever water is present on a runway, a description of the runway surface conditions on the centre half of the width of the runway, including the possible assessment of water depth, where applicable, shall be made available using the following terms:

DAMP – the surface shows a change of color due to moisture.

WET – the surface is soaked but there is no standing water.

WATER PATCHES – significant patches of standing water are visible.

FLOODED – extensive standing water is visible.

2.9.5 Information that a runway or portion thereof may be slippery when wet shall be made available.

2.9.6 A runway or portion thereof shall be determined as being slippery when wet when the measurements specified in 10.2.3 show that the runway surface friction characteristics as measured by a continuous friction measuring device are below the minimum friction level specified by the State.

Note – Guidance on determining and expressing the minimum friction level is provided in Attachment A, Section 7.

2.10. Disabled aircraft removal

2.9.8 When it is suspected that a runway may become slippery under unusual conditions, then additional measurements shall be made when such conditions occur, and information on the runway surface friction characteristics made available when these additional measurements show that the runway or a portion thereof has become slippery.

2.10.2 Information concerning the capability to remove an aircraft disabled on or adjacent to the movement area shall be made available to the Directorate of Civil Aviation Netherlands Antilles, aircraft operators and the Aeronautical Information Service.

2.10.1 The telephone/telex number(s) of the office of the aerodrome coordinator of operations for the removal of an aircraft disabled on or adjacent to the movement area shall be made available, on request, to aircraft operators.

2.11. Rescue and fire fighting

Note – The capability to remove a disabled aircraft may be expressed in terms of the largest type of aircraft which the aerodrome is equipped to remove.

2.11.2 The level of protection normally available at an aerodrome shall be expressed in terms of the category of the rescue and fire fighting services as described in 9.2 and in accordance with the types and amounts of extinguishing agents normally available at the aerodrome.

2.11.1 Information concerning the level of protection provided at an aerodrome for aircraft rescue and fire fighting purposes shall be made available.

2.11.3 Significant changes in the level of protection normally available at an aerodrome for rescue and fire fighting shall be notified to Air Traffic Services and Aeronautical Information Services to enable those units to provide the necessary information to arriving and departing aircraft. When such a change has been corrected, the above units shall be advised accordingly.

2.12. Visual approach slope indicator systems

2.11.4 A significant change shall be expressed in terms of the new category of the rescue and fire fighting service available at the aerodrome.

2.12. Visual approach slope indicator systems

The following information concerning a visual approach slope indicator system installation shall be made available:

2.13.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible for such changes of the time needed by the aeronautical information service for the preparation, production and issue of relevant material for promulgation. To ensure timely provision of the information to the aeronautical information service, close coordination between those services concerned is therefore required.

2.13.1 To ensure that Aeronautical Information Services obtains information to enable the provision of up-to-date pre-flight information and to meet the need for in-flight information, arrangements shall be made between Aeronautical Information Services and aerodrome authorities responsible for aerodrome services to report to Aeronautical Information Services, with a minimum of delay:

2.13.3 Of a particular importance are changes to aeronautical information that affect charts and/or computer-based navigation systems which qualify to be notified by the aeronautical information regulation and control (AIRAC) system, as specified in Annex 15, Chapter 6 and Appendix 4. The predetermined, internationally agreed AIRAC effective dates in addition to 14 days postage time shall be observed by the responsible aerodrome services when submitting the raw information/data to aeronautical information services.

2.13.4 The aerodrome services responsible for the provision of raw aeronautical information/data to the aeronautical information services shall do that while taking into account accuracy and integrity requirements for aeronautical data as specified in Appendix 5 to this Part.

Note 1 – Specifications for the issue of a NOTAM is contained in Annex 15, Chapter 5 and Appendix 6.

2.14. Aerodrome Information to be provided to the AIS office

Note 3 – The schedule of the predetermined internationally agreed AIRAC common effective dates at intervals of 28 days, including 6 November 1997 and guidance for the AIRAC use are contained in the Aeronautical Information Services Manual (Doc 8126, Chapter 2).

2.14.2 Aerodrome administration. This must include:

2.14. 1 Aerodrome diagram. An aerodrome diagram must be provided to illustrate:

2.14.2 Aerodrome administration. This must include:

2.14.3 Aerodrome location. This information must include;

2.14.4 Movement area. Must include for each runway designation;

2.14.5 Lighting systems. This information must include;

2.14.6 Navigation aids. Details of any navigation aid, which is provided by the aerodrome operator.

2.14.7 Rescue and fire-fighting services. The category of aerodrome-based rescue and fire-fighting services provided by the aerodrome operator.

2.14.8 Ground services. This information must include:

2.14.9 Special procedures. Include any special procedures unique to the aerodrome, which pilots need to be advised; in cases where the flying procedure is generated by the aerodrome operator.

CHAPTER 3. PHYSICAL CHARACTERISTICS

3.1. Runways

CHAPTER 3. PHYSICAL CHARACTERISTICS

Note. – Many factors affect the determination of the orientation, siting and number of runways.

One important factor is the usability factor, as determined by the wind distribution, which is specified hereunder. Another important factor is the alignment of the runway to facilitate the provision of approaches conforming to the approach surface specifications of Chapter 4. In Attachment A, Section 1, information is given concerning these and other factors.

Note. – Many factors affect the determination of the orientation, siting and number of runways.

When a new instrument runway is being located, particular attention needs to be given to areas over which airplanes will be required to fly when following instrument approach and missed approach procedures, so as to ensure that obstacles in these areas or other factors will not restrict the operation of the airplanes for which the runway is intended.

3.1.1 The number and orientation of runways at an aerodrome shall be such that the usability factor of the aerodrome is not less than 95 per cent for the airplanes that the aerodrome is intended to serve.

3.1.2 The siting and orientation of runways at an aerodrome shall, where possible, be such that the arrival and departure tracks minimize interference with areas approved for residential use and other noise sensitive areas close to the aerodrome in order to avoid future noise problems.

Note – Guidance on how to address noise problems is provided in the Airport Planning Manual, Part 2, and in Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829).

3.1.3 Choice of maximum permissible cross-wind components

In the application of 3.1.1 it shall be assumed that landing or take-off of airplanes is, in normal circumstances, precluded when the cross-wind component exceeds:

– 37 km/h (20 kt) in the case of airplanes whose reference field length is 1500 m or over, except that when poor runway braking action owing to an insufficient longitudinal coefficient of friction is experienced with some frequency, a cross-wind component not exceeding 24 km/h (13 kt) shall be assumed;

– 24 km/h (13 kt) in the case of airplanes whose reference field length is 1200 m or up to but not including 1500 m; and

– 19 km/h (10 kt) in the case of airplanes whose reference field length is less than 1200 m.

Note – In Attachment A, Section 1, guidance is given on factors affecting the calculation of the estimate of the usability factor and allowances which may have to be made to take account of the effect of unusual circumstances.

3.1.4 Data to be used

Location of threshold

Note – These winds are mean winds. Reference to the need for some allowance for gusty conditions is made in Attachment A, Section 1.

Note – Guidance on the siting of the threshold is given in Attachment A, Section 10.

3.1.5 A threshold shall normally be located at the extremity of a runway unless operational considerations justify the choice of another location.

Note – Guidance on the siting of the threshold is given in Attachment A, Section 10.

Actual length of runways

3.1.7. Primary runway

Exceptas provided in 3.1.9, theactual runway length to be provided for a primary runway shall be adequate to meet the operational requirements of the airplanes for which the runway is intended and shall be not less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of the relevant airplanes.

Note 1 – This specification does not necessarily mean providing for operations by the critical airplane at its maximum mass.

Note 2 – Both take-off and landing requirements need to be considered when determining the length of runway to be provided and the need for operations to be conducted in both directions of the runway.

3.1.8. Secondary runway

Note 4 – When performance data on airplanes for which the runway is intended are not known, guidance on the determination of the actual length of a primary runway by application of general correction factors is given in the Aerodrome Design Manual, Part 1.

3.1.8. Secondary runway

The length of a secondary runway shall be determined similarly to primary runways except that it needs only to be adequate for those airplanes which require to use that secondary runway in addition to the other runway or runways in order to obtain a usability factor of at least 95 per cent.

Note – Guidance on use of stopways and clearways is given in Attachment A, Section 2.

Width of runways

3.1.10. The width of a runway shall be not less than the appropriate dimension specified in the following tabulation:

a. The width of a precision approach runway shall be not less than 30 m where the code number is 1 or 2.

3.1.10. The width of a runway shall be not less than the appropriate dimension specified in the following tabulation:

a. The width of a precision approach runway shall be not less than 30 m where the code number is 1 or 2.

Note 2 – Factors affecting runway width are given in the Aerodrome Design Manual, Part 1.

Note 1 – The combinations of code numbers and letters for which widths are specified have been developed for typical airplane characteristics.

Note 2 – Factors affecting runway width are given in the Aerodrome Design Manual, Part 1.

3.1.12. open

Slopes on Runways

3.1.12. open

The slope computed by dividing difference between the maximum and minimum elevation along the runway along the runway centerline by the runway length shall not exceed:

3.1.13. Longitudinal Slopes

3.1.15. Longitudinal slope changes

Where slope changes cannot be avoided, a slope change between two consecutive slopes shall not exceed:

Note – Guidance on slope changes before a runway are given in Attachment A, Section 4.

3.1.16. The transition from one slope to another shall be accomplished by a curved surface with a rate of change not exceeding:

3.1.17. Sight distance

Where slope changes cannot be avoided, they shall be such that there will be an unobstructed line of sight from:

any point 3m above a runway to all other points 3m above the runway within a distance of at least half the length of the runway where the code letter is C, D, E or F

Where slope changes cannot be avoided, they shall be such that there will be an unobstructed line of sight from:

any point 3m above a runway to all other points 3m above the runway within a distance of at least half the length of the runway where the code letter is C, D, E or F

any point 2 m above a runway to all other points 2 m above the runway within a distance of at least half the length of the runway where the code letter is B; and

3.1.18. Distance between slope changes

Note. Consideration will have to be given to providing an unobstructed line of sight over the entire length of a single runway where a full-length parallel taxiway is not available. Where an aerodrome has intersecting runways, additional criteria on the line of sight of the intersection area would need to be considered for operational safety. See the Aerodrome Design Manual, Part I.

Note. Guidance on implementing this specification is given in Attachment A, Section 4.

3.1.19. Transverse slopes

Note. Guidance on implementing this specification is given in Attachment A, Section 4.

1.5 per cent where the code letter is C, D, E or F; and

To promote the most rapid drainage of water, the runway surface shall, f practicable, be cambered except where a single crossfall from high to low in the direction of the wind most frequently associated with rain would ensure rapid drainage. The transverse slope shall ideally be:

1.5 per cent where the code letter is C, D, E or F; and

2 per cent where the code letter is A or B;

but in any event shall not exceed 1.5 per cent or 2 per cent, as applicable, nor be less than 1 per cent except at runway or taxiway intersections where flatter slopes may be necessary.

For a cambered surface the transverse slope on each side of the center line shall be symmetrical.

Note. On wet runways with cross-wind conditions the problem of aquaplaning from poor drainage is apt to be accentuated. In Attachment A, Section 7 information is given concerning this problem and other relevant factors.

Strength of runways

Note. Guidance on transverse slope is given in the Aerodrome Design Manual, Part 3.

Strength of runways

3.1.21 A runway shall be capable of withstanding the traffic of airplanes the runway is intended to serve.

characteristics or otherwise adversely affect the take-off or landing of an airplane.

3.1.22 The surface of a runway shall be constructed without irregularities that would result in loss in friction

characteristics or otherwise adversely affect the take-off or landing of an airplane.

Note 1. Surface irregularities may adversely affect the take-off or landing of an airplane by causing excessive bouncing, pitching, vibration, or other difficulties in the control of an airplane.

Note 2. Guidance on design tolerances and other information is given in Attachment A, Section 5. Additional guidance is included in the Aerodrome Design Manual, Part 3.

3.1.23 The surface of a paved runway shall be so constructed as to provide good friction characteristics when the runway is wet.

3.1.24 Measurement of the friction characteristics of a new or resurfaced runway shall be made with a continuous friction measuring device using self-wetting features in order to assure that the design objectives with respect to its friction characteristics have been achieved.

Note. Guidance on friction characteristics of new runway surfaces is given in Attachment A, Section 7. Additional guidance is included in the Airport Services Manual, Part 2.

3.1.25 The average surface texture depth of a new surface shall be not less than 1.0 mm.

Note 1. This normally requires some form of special surface treatment.

Note 2. Guidance on methods used to measure surface texture is given in the Airport Services Manual, Part 2.

3.2. Runway shoulders

General

Note. Guidance on characteristics and treatment of runway shoulders is given in Attachment A, Section 8, and in the Aerodrome Design Manual, Part 1.

3.2.1 Runway shoulders shall be provided for a runway where the code letter is D or E, and the runway width is less than 60 m.

Note. Guidance on characteristics and treatment of runway shoulders is given in Attachment A, Section 8, and in the Aerodrome Design Manual, Part 1.

Width of runway shoulders

3.2.2 Runway shoulders shall be provided for a runway where the code letter is F

With some large aircraft the wing-mounted engines may overhang the runway

Note: Strong crosswinds may result in significant deviation from the runway centerline.

With some large aircraft the wing-mounted engines may overhang the runway

edge and there is then a risk of jet blast eroding the surface adjacent to the

runway. This can cause dust and the possible ingestion of debris by the engines.

To overcome the potential problems indicated above, runway shoulders

should be provided for runways where the code letter is D or E, except that this is

not necessary where the runway width is 60 m or more.

Runway shoulders should extend symmetrically on both sides of the runway so

that the overall width of runway plus shoulders is not less than 60 m.

3.2.3 The runway shoulders shall extend symmetrically on each side of the runway so that the overall width of the runway and its shoulders is not less than:

Slopes on runway shoulders

75 m where the code letter is F

Slopes on runway shoulders

3.2.4 The surface of the shoulder that abuts the runway shall be flush with the surface of the runway and its transverse slope shall not exceed 2.5 per cent.

Note. Guidance on strength of runway shoulders is given in the Aerodrome Design Manual, Part I.

3.3. Runway turn pads

General

3.3.1 Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is

D, E or F, a runway turn pad shall be provided to facilitate a 180-degree turn of airplanes. (See Figure 3-1.)

3.3.1 Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is

D, E or F, a runway turn pad shall be provided to facilitate a 180-degree turn of airplanes. (See Figure 3-1.)

3.3.2 Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is A, B or C, a runway turn pad shall be provided to facilitate a 180-degree turn of airplanes.

Note 1. Such areas may also be useful f provided along a runway to reduce taxiing time and distance for airplanes which may not require the full length of the runway.

Note 2. Guidance on the design of the runway turn pads is available in the Aerodrome Design Manual, Part I. Guidance on taxiway turnaround as an alternate facility is available in the Aerodrome Design Manual, Part 2.

3.3.3 The runway turn pad may be located on either the left or right side of the runway and adjoining the runway pavement at both ends of the runway and at some intermediate locations where deemed necessary.

Note The initiation of the turn would be facilitated by locating the turn pad on the left side of the runway, since the left seat is the normal position of the pilot-in-command.

3.3.4 The intersection angle of the runway turn pad with the runway shall not exceed 30 degrees.

3.3.5 Recommendation. The nose wheel steering angle to be used in the design of the runway turn pad shall not exceed 45 degrees.

3.3.6 The design of a runway turn pad shall be such that, when the cockpit of the airplane for which the turn pad is intended remains over the turn pad marking, the clearance distance between any wheel of the airplane landing gear and the edge of the turn pad shall be not less than that given by the following tabulation:

Slopes on runway turn pads

3.3.7 Where severe weather conditions and resultant lowering of surface friction characteristics prevail, a larger wheel-to-edge clearance of 6 m shall be provided where the code letter is E or F.

Slopes on runway turn pads

3.3.8 The longitudinal and transverse slopes on a runway turn pad shall be sufficient to prevent the accumulation of water on the surface and facilitate rapid drainage of surface water. The slopes shall be the same as those on the adjacent runway pavement surface.

Note Where a runway turn pad is provided with flexible pavement, the surface would need to be capable of withstanding the horizontal shear forces exerted by the main landing gear tires during turning maneuvers.

Surface of runway turn pads

3.3.11 The surface of a runway turn pad shall be so constructed as to provide good friction characteristics for airplanes using the facility when the surface is wet.

Shoulders for runway turn pads

3.3.11 The surface of a runway turn pad shall be so constructed as to provide good friction characteristics for airplanes using the facility when the surface is wet.

Note As a minimum, the width of the shoulders would need to cover the outer engine of the most demanding airplane and thus may be wider than the associated runway shoulders.

3.3.12 The runway turn pads shall be provided with shoulders of such width as is necessary to prevent surface erosion by the jet blast of the most demanding airplane for which the turn pad is intended, and any possible foreign object damage to the airplane engines.

3.4. Runway strips

3.3.13 The strength of runway turn pad shoulders shall be capable of withstanding the occasional passage of the airplane it is designed to serve without inducing structural damage to the airplane and to the supporting ground vehicles that may operate on the shoulder.

(a) reduce the risk of damage to an airplane running off the runway by providing a graded area which meets specified longitudinal and transverse slopes, and bearing strength requirements, and

Note A runway strip is an area enclosing a runway and any associated stopway. Its purpose is to:

(a) reduce the risk of damage to an airplane running off the runway by providing a graded area which meets specified longitudinal and transverse slopes, and bearing strength requirements, and

(b) protect airplanes flying over it during landing, balked landing or take-off by providing an area which is cleared of obstacles except permitted aids to air navigation.

Ideally the whole of a runway strip should be clear of obstacles but in practice it is recognized that the strip facilitates the installation of visual, radio and radar aids, and some of these cannot perform their function if they are sited outside the runway strip. Equipment essential to an approach, landing or balked landing is permitted within the runway strip provided thatthe entire structure complies with the frangibility requirements.

Drainage channels, catch pits and other essential design features at aerodromes should not constitute hazards to airplanes. Whenever possible, items which are not required to be at ground level should be buried to a depth of not less than 0.45 m. Within the graded area of the runway strip constructions such as plinths, runway ends, paved taxiway edges, etc should be delethalised, that is, so constructed as to avoid presenting a buried vertical face to aircraft wheels in soft ground conditions in any direction from which an aircraft is likely to approach.

To eliminate a buried vertical surface, a slope should be provided which extends from the top of the construction to not less than 0.3 m below ground level. The slope should be no greater than 1:10.

General

The total area within the runway strip should be capable of supporting unrestricted access for emergency service vehicles.

General

3.4.1 A runway and any associated stopways shall be included in a strip.

When a starter extension is provided (paragraph 3.2.2) the runway strip before the starter extension need only provide for wing overhang plus a safety margin of 7.5 m or 20% of wingspan, whichever is the greater. This distance may need to be increased for other factors, e.g. blast (see Fig 3.2).

3.4.2 A runway strip shall extend beyond each end of a runway and of any associated stopway for a distance of at least 60 m where the code number is 2, 3 or 4, and where the code number is 1 and the runway is an instrument runway. When the code number is 1 and the runway is a non-instrument runway the distance shall be 30 m.

A strip shall extend before the threshold and beyond the end of the runway or stopway for a distance of at least:

60 m where the code number is 2, 3 or 4;

Width of runway strips

30 m where the code number is 1 and the runway is a non-instrument one.

150 m where the code number is 3 or 4; and

3.4.3 A strip including a precision approach runway shall, wherever practicable, extend laterally to a distance of at least:

150 m where the code number is 3 or 4; and

75 m where the code number is 1 or 2;

on each side of the centre line of the runway and its extended centre line throughout the length of the strip.

3.4.4 A strip including a non-precision approach runway shall extend laterally to a distance of at least:

150 m where the code number is 3 or 4; and

75 m where the code number is 1 or 2;

on each side of the centre line of the runway and its extended centre line throughout the length of the strip.

3.4.5 A strip including a non-instrument runway shall extend on each side of the centre line of the runway and its extended centre line throughout the length of the strip, to a distance of at least:

75 m where the code number is 3 or 4;

Objects on runway strips

30 m where the code number is 1.

3.4.6 An object situated on a runway strip which may endanger airplanes shall be regarded as an obstacle and shall, as far as practicable, be removed.

Note. See 9.9 for information regarding siting of equipment and installations on runway strips.

3.4.6 An object situated on a runway strip which may endanger airplanes shall be regarded as an obstacle and shall, as far as practicable, be removed.

Grading of runway strips

No mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off.

75 m where the code number is 3 or 4; and

3.4.8 That portion of a strip of an instrument runway within a distance of at least:

75 m where the code number is 3 or 4; and

40 m where the code number is 1 or 2;

from the centre line of the runway and its extended centre line shall provide a graded area for airplanes which the runway is intended to serve in the event of an airplane running off the runway.

Note Guidance on grading of a greater area of a strip including a precision approach runway where the code number is 3 or 4 is given in Attachment A, Section 8.

3.4.9 That portion of a strip of a non-instrument runway within a distance of at least:

75 m where the code number is 3 or 4;

40 m where the code number is 2; and

30 m where the code number is 1;

from the centre line of the runway and its extended centre line shall provide a graded area for airplanes which the runway is intended to serve in the event of an airplane running off the runway.

Slopes on runway strips

3.4.12. Longitudinal slopes

A longitudinal slope along that portion of a strip to be graded shall not exceed:

1.5 per cent where the code number is 4;

A longitudinal slope along that portion of a strip to be graded shall not exceed:

1.5 per cent where the code number is 4;

3.4.13. Longitudinal slope changes

2 per cent where the code number is 1 or 2.

3.4.13. Longitudinal slope changes

Slope changes on that portion of a strip to be graded shall be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided.

2.5 per cent where the code number is 3 or 4; and

Transverse slopes on that portion of a strip to be graded shall be adequate to prevent the accumulation of water on the surface but shall not exceed:

2.5 per cent where the code number is 3 or 4; and

3 per cent where the code number is 1 or 2;

Strength of runway strips

3.4.15 The transverse slopes of any portion of a strip beyond that to be graded shall not exceed an upward slope of 5 per cent as measured in the direction away from the runway.

75 m where the code number is 3 or 4; and

3.4.16 That portion of a strip of an instrument runway within a distance of at least:

75 m where the code number is 3 or 4; and

40 m where the code number is 1 or 2;

from the centre line of the runway and its extended centre line shall be so prepared or constructed as to minimize hazards arising from differences in load bearing capacity to airplanes which the runway is intended to serve in the event of an airplane running off the runway.

Note. Guidance on preparation of runway strips is given in the Aerodrome Design Manual, Part 1.

3.4.17 That portion of a strip containing a non-instrument runway within a distance of at least:

75 m where the code number is 3 or 4;

40 m where the code number is 2; and

3.5. Runway end safety areas

General

3.5.1 A runway end safety area shall be provided at each end of a runway strip where:

the code number is 3 or 4; and

3.5.1 A runway end safety area shall be provided at each end of a runway strip where:

the code number is 3 or 4; and

Dimensions of runway end safety areas

Note. Guidance on runway end safety areas is given in Attachment A, Section 9.

3.5.3 A runway end safety area should, as far as practicable, extend from the end of a runway strip to a distance of at least:

3.5.2 A runway end safety area shall extend from the end of a runway strip to a distance of at least 90 m.

3.5.3 A runway end safety area should, as far as practicable, extend from the end of a runway strip to a distance of at least:

240 m where the code number is 3 or 4; and

120 m where the code number is 1 or 2.

Objects on runway end safety areas

3.5.5 The width of a runway end safety area shall, wherever practicable, be equal to that of the graded portion of the associated runway strip.

3.5.6 An object situated on a runway end safety area which may endanger airplanes shall be regarded as an obstacle and shall, as far as practicable, be removed.

Clearing and grading of runway end safety areas

3.5.6 An object situated on a runway end safety area which may endanger airplanes shall be regarded as an obstacle and shall, as far as practicable, be removed.

Note. The surface of the ground in the runway end safety area does not need to be prepared to the same quality as the runway strip. See, however, 3.5.11.

Slopes on runway end safety areas

3.5.8. General

The slopes of a runway end safety area shall be such that no part of the runway end safety area penetrates the approach or take-off climb surface.

3.5.8. General

The slopes of a runway end safety area shall be such that no part of the runway end safety area penetrates the approach or take-off climb surface.

3.5.9. Longitudinal slopes

The longitudinal slopes of a runway end safety area shall not exceed a downward slope of 5 per cent. Longitudinal slope changes shall be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided.

3.5.10. Transverse slopes

The transverse slopes of a runway end safety area shall not exceed an upward or downward slope of 5 per cent. Transitions between differing slopes shall be as gradual as practicable.

Note Guidance on strength of a runway end safety area is given in the Aerodrome Design Manual, Part I.

3.6. Clearways

Note Guidance on strength of a runway end safety area is given in the Aerodrome Design Manual, Part I.

3.6. Clearways

Note. The inclusion of detailed specifications for clearways in this section is not intended to imply that a clearway has to be provided. Attachment A, Section 2 provides information on the use of clearways.

Location of clearways

3.6.1 The origin of a clearway shall be at the end of the take-off run available.

Length of clearways

3.6.2 The length of a clearway shall not exceed half the length of the take-off run available.

Width of clearways

3.6.3 A clearway shall extend laterally to a distance of at least 75 m on each side of the extended centre line of the runway.

Note. Because of transverse or longitudinal slopes on a runway, shoulder or strip, in certain cases the lower limit of the clearway plane specified above may be below the corresponding elevation of the runway, shoulder or strip. It is not intended that these surfaces be graded to conform with the lower limit of the clearway plane nor is it intended that terrain or objects which are above the clearway plane beyond the end of the strip but below the level of the strip be removed unless it is considered they may endanger airplanes.

3.6.4 The ground in a clearway shall not project above a plane having an upward slope of ].25 per cent, the lower limit of this plane being a horizontal line which:

3.6.5 Abrupt upward changes in slope shall be avoided when the slope on the ground in a clearway is relatively small or when the mean slope is upward. In such situations, in that portion of the clearway within a distance of 22.5 m or half the runway width whichever is greater on each side of the extended centre line, the slopes, slope changes and the transition from runway to clearway shall generally conform with those of the runway with which the clearway is associated.

Objects on clearways

3.7. Stopways

Note. The inclusion of detailed specifications for stop- ways in this section is not intended to imply that a stopway has to be provided. Attachment A, Section 2 provides information on the use of stopways.

3.7. Stopways

Width of stopways

3.7.1 A stopway shall have the same width as the runway with which it is associated.

Slopes on stopways

3.7.2 Slopes and changes in slope on a stopway, and the transition from a runway to a stopway, shall comply with the specifications of 3.1.13 to 3.1.19 for the runway with which the stopway is associated except that:

Note. Attachment A, Section 2 presents guidance relative to the support capability of a stopway.

Surface of stopways

Note. Attachment A, Section 2 presents guidance relative to the support capability of a stopway.

3.7.5 The friction characteristics of an unpaved stopway shall not be substantially less than that of the runway with which the stopway is associated.

3.8. Radio altimeter operating area

General

3.8.1 A radio altimeter operating area shall be established in the pre-threshold area of a precision approach runway.

General

3.8.1 A radio altimeter operating area shall be established in the pre-threshold area of a precision approach runway.

Length of the area

3.8.2 A radio altimeter operating area shall extend before the threshold for a distance of at least 300 m.

Width of the area

3.8.3 A radio altimeter operating area shall extend laterally, on each side of the extended centre line of the runway, to a distance of 60 m, except that, when special circumstances so warrant, the distance may be reduced to no less than 30 m an aeronautical study indicates that such reduction would not affect the safety of operations of aircraft.

Note Guidance on radio altimeter operating area is given in Attachment A, Section 4.3 and in the Manual of All Weather Operations, (Doc 9365,), Section 5.2. Guidance on the use of radio altimeter is given in the PANS-OPS, Volume II, Part III, Chapter 21.

3.9. Taxiways

Note. Unless otherwise indicated the requirements in this section are applicable to all types of taxiways.

Note. Guidance on layout of taxiways is given in the Aerodrome Design Manual, Part 2.

3.9.1 Taxiways shall be provided to permit the safe and expeditious surface movement of aircraft.

Note. Guidance on layout of taxiways is given in the Aerodrome Design Manual, Part 2.

3.9.2 Sufficient entrance and exit taxiways for a runway shall be provided to expedite the movement of airplanes to and from the runway and provision of rapid exit taxiways considered when traffic volumes are high.

3.9.3 The design of a taxiway shall be such that, when the cockpit of the airplane for which the taxiway is intended remains over the taxiway centre line markings, the clearance distance between the outer main wheel of the airplane and the edge of the taxiway shall be not less than that given by the following tabulation:

Note 1. Wheel base means the distance from the nose gear to the geometric centre of the main gear.

Note 2. Where the code letter is F and the traffic density is high, a wheel-to-edge clearance greater than 4.5 m may be provided to permit higher taxiing speeds.

3.9.4 As of 20 November 2008, the design of a taxiway shall be such that, when the cockpit of the airplane for which the taxiway is intended remains over the taxiway centre line markings, the clearance distance between the outer main wheel of the airplane and the edge of the taxiway shall be not less than that given by the following tabulation:

Width of taxiways

Note 2. Where the code letter is F and the traffic density is high, a wheel-to-edge clearance greater than 4.5 m may be provided to permit higher taxiing speeds.

Note. Guidance on width of taxiways is given in the Aerodrome Design Manual, Part 2.

Taxiway curves

Note. Guidance on width of taxiways is given in the Aerodrome Design Manual, Part 2.

Note 1. An example of widening taxiways to achieve the wheel clearance specified is illustrated in Figure 3-2. Guidance on the values of suitable dimensions is given in the Aerodrome Design Manual, Part 2.

3.9.6 Changes in direction of taxiways shall be as few and small as possible. The radii of the curves shall be compatible with the maneuvering capability and normal taxiing speeds of the airplanes for which the taxiway is intended. The design of the curve shall be such that, when the cockpit of the airplane remains over the taxiway centre line markings, the clearance distance between the outer main wheels of the airplane and the edge of the taxiway shall not be less than those specified in 3.9.3.

Junctions and intersections

Note 3. Compound curves may reduce or eliminate the need for extra taxiway width.

Note Consideration will have to be given to the airplane datum length when designing fillets. Guidance on the design of fillets and the definition of the term airplane datum length are given in the Aerodrome Design Manual, Part 2.

Taxiway minimum separation distances

Note 1 – Guidance on factors which may be considered in the aeronautical study is given in the Aerodrome Design Manual, Part 2.

3.9.8 The separation distance between the centre line of a taxiway and the centre line of a runway, the centre line of a parallel taxiway or an object shall not be less than the appropriate dimension specified in Table 3-1, except that it may be permissible to operate with lower separation distances at an existing aerodrome if an aeronautical study indicates that such lower separation distances would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

Note 1 – Guidance on factors which may be considered in the aeronautical study is given in the Aerodrome Design Manual, Part 2.

Note 2 – ILS and MLS installations may also influence the location of taxiways due to interferences to ILS and MLS signals by a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS and MLS installations is contained in Part 10, Volume I, Attachments C and G (respectively).

Slopes on taxiways

3.9.9. Longitudinal slopes

The longitudinal slope of a taxiway shall not exceed:

3.9.9. Longitudinal slopes

The longitudinal slope of a taxiway shall not exceed:

3.9.10. Longitudinal slope changes

Where slope changes on a taxiway cannot be avoided, the transition from one slope to another slope shall be accomplished by a curved surface with a rate of change not exceeding:

3 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 300m from that point, where the code letter is C, D, E or F;

Where a change in slope on a taxi- way cannot be avoided, the change shall be such that, from any point:

3 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 300m from that point, where the code letter is C, D, E or F;

3.9.12. Transverse slopes

1.5 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 150m from that point, where the code letter is A.

1.5 per cent where the code letter is C, D, E or F; and

The transverse slopes of a taxiway shall be sufficient to prevent the accumulation of water on the surface of the taxiway but shall not exceed:

1.5 per cent where the code letter is C, D, E or F; and

Strength of taxiways

Note See 3.13.4 regarding transverse slopes on an aircraft stand taxi lane.

Note Guidance on the relation of the strength of taxi- ways to the strength of runways is given in the Aerodrome Design Manual, Part 3.

Surface of taxiways

Note Guidance on the relation of the strength of taxi- ways to the strength of runways is given in the Aerodrome Design Manual, Part 3.

3.9.15 The surface of a paved taxiway shall be so constructed as to provide good friction characteristics when the taxiway is wet.

Rapid exit taxiways

3.9.15 The surface of a paved taxiway shall be so constructed as to provide good friction characteristics when the taxiway is wet.

3.9.16 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:

Note. The following specifications detail requirements particular to rapid exit taxiways. See Figure 3-3. General requirements for taxiways also apply to this type of taxiway. Guidance on the provision, location and design of rapid exit taxiways is included in the Aerodrome Design Manual, Part 2.

3.9.16 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:

550 m where the code number is 3 or 4; and

275 m where the code number is 1 or 2;

to enable exit speeds under wet conditions of

93 km h where the code number is 3 or 4; and

65 km h where the code number is 1 or 2.

Note. The locations of rapid exit taxiways along a runway are based on several criteria described in the Aerodrome Design Manual, Part 2, in addition to different speed criteria.

3.9.17 The radius of the fillet on the inside of the curve at a rapid exit taxiway shall be sufficient to provide a widened taxiway throat in order to facilitate early recognition of the entrance and turn-off onto the taxiway.

3.9.18 A rapid exit taxiway shall include a straight distance after the turn-off curve sufficient for an exiting aircraft to come to a full stop clear of any intersecting taxiway.

3.9.19 The intersection angle of a rapid exit taxiway with the runway shall not be greater than 45° nor less than 25° and preferably shall be 30°.

3.9.20 Open.

3.10. Taxiway shoulders

3.9.22 Open.

3.10.1 Straight portions of a taxiway where the code letter is C, D, E or F shall be provided with shoulders which extend symmetrically on each side of the taxiway so that the overall width of the taxiway and its shoulders on straight portions is not less than:

Note. Guidance on characteristics of taxiway shoulders and on shoulder treatment is given in the Aerodrome Design Manual, Part 2.

60 m where the code letter is F;

44 m where the code letter is E;

38 m where the code letter is D; and

25 m where the code letter is C.

On taxiway curves and on junctions or intersections where increased pavement is provided, the shoulder width shall be not less than that on the adjacent straight portions of the taxiway.

3.10.2 When a taxiway is intended to be used by turbine-engined airplanes, the surface of the taxiway shoulder shall be so prepared as to resist erosion and the ingestion of the surface material by airplane engines.

3.11 Taxiway strips

Width of taxiway strips

3.11.1 A taxiway, other than an aircraft stand taxi lane, shall be included in a strip.

Width of taxiway strips

3.11.2 A taxiway strip shall extend symmetrically on each side of the centre line of the taxiway throughout the length of the taxiway to at least the distance from the centre line given in Table 3-1 column 11.

3.11.3 The taxiway strip shall provide an area clear of objects which may endanger taxiing airplanes.

Note. See 9.9 for information regarding siting of equipment and installations on taxiway strips.

Grading of taxiway strips

Note. Consideration will have to be given to the location and design of drains on a taxiway strip to prevent damage to an airplane accidentally running off a taxiway. Suitably designed drain covers may be required.

11 m where the code letter is A;

3.11.4 The centre portion of a taxiway strip shall provide a graded area to a distance from the centre line of the taxiway of at least:

11 m where the code letter is A;

12.5 m where the code letter is B or C;

19 m where the code letter is D;

Slopes on taxiway strips

30 m where the code letter is F

2.5 per cent for strips where the code letter is C, D, E or F; and

3.11.5 The surface of the strip shall be flush at the edge of the taxiway or shoulder, if provided, and the graded portion shall not have an upward transverse slope exceeding:

2.5 per cent for strips where the code letter is C, D, E or F; and

3 per cent for strips of taxiways where the code letter is A or B;

the upward slope being measured with reference to the transverse slope of the adjacent taxiway surface and not the horizontal. The downward transverse slope shall not exceed 5 per cent measured with reference to the horizontal.

General

3.12 Holding bays, runway-holding positions, intermediate holding positions and road-holding positions

3.12.2 A runway-holding position or positions shall be established:

3.12.1 Holding bay(s) shall be provided when the traffic density is medium or heavy.

3.12.2 A runway-holding position or positions shall be established:

3.12.3 A runway-holding position shall be established on a taxiway if the location or alignment of the taxiway is such that a taxiing aircraft or vehicle can infringe an obstacle limitation surface or interfere with the operation of radio navigation aids.

Location

3.12.5 A road-holding position shall be established at an intersection of a road with a runway.

3.12.7 At elevations greater than 700 m (2300ft) the distance of 90 m specified in Table 3-2 for a precision approach runway code number 4 shall be increased as follows:

3.12.6 The distance between a holding bay, runway- holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway shall be in accordance with Table 3-2 and, in the case of a precision approach runway. such that a holding aircraft or vehicle will not interfere with the operation of radio navigation aids.

3.12.7 At elevations greater than 700 m (2300ft) the distance of 90 m specified in Table 3-2 for a precision approach runway code number 4 shall be increased as follows:

3.13. Aprons

General

3.13.1 Aprons shall be provided where necessary to permit the on- and offloading of passengers, cargo or mail as well as the servicing of aircraft without interfering with the aerodrome traffic.

General

3.13.1 Aprons shall be provided where necessary to permit the on- and offloading of passengers, cargo or mail as well as the servicing of aircraft without interfering with the aerodrome traffic.

Size of aprons

3.13.2 The total apron area shall be adequate to permit expeditious handling of the aerodrome traffic at its maximum anticipated density.

Strength of aprons

3.13.3 Each part of an apron shall be capable of withstanding the traffic of the aircraft it is intended to serve, due consideration being given to the fact that some portions of the apron will be subjected to a higher density of traffic and, as a result of slow moving or stationary aircraft, to higher stresses than a runway.

3.13.5 On an aircraft stand the maximum slope shall not exceed 1 per cent.

Clearance distances on aircraft stands

3.13.5 On an aircraft stand the maximum slope shall not exceed 1 per cent.

When special circumstances so warrant, these clearances may be reduced at a nose-in aircraft stand, where the code letter is D, E or F:

3.13.6 An aircraft stand shall provide the following minimum clearances between an aircraft using the stand and any adjacent building, aircraft on another stand and other objects:

3.14. Isolated aircraft parking position

Note. On aprons, consideration also has to be given to the provision of service roads and to maneuvering and storage area for ground equipment (see the Aerodrome Design Manual, Part 2, for guidance on storage of ground equipment).

3.14.2 The isolated aircraft parking position shall be located at the maximum distance practicable and in any case never less than 100 m from other parking positions, buildings or public areas, etc. Care shall be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cables.

CHAPTER 4. OBSTACLE RESTRICTION AND REMOVAL

Introduction

The effective utilisation of an aerodrome may be considerably influenced by natural features and man-made constructions inside and outside its boundary.

These may result in limitations on the distance available for take-off and landing and on the range of meteorological conditions in which take-off and landing can be undertaken. For these reasons certain areas of the local air space must be regarded as integral parts of the aerodrome environment. The degree of freedom from obstacles in these areas is as important in the granting and retention of an aerodrome certificate as the more obvious physical requirements of the runways and their associated runway strips.

The effective utilisation of an aerodrome may be considerably influenced by natural features and man-made constructions inside and outside its boundary.

The method of assessing the significance of any existing or proposed object within the aerodrome boundary or in the vicinity of the aerodrome is to establish defined obstacle limitation surfaces particular to a runway and its intended use.

The purpose of this chapter, is to define the obstacle limitation surfaces and their characteristics and describe the action to be taken by the inspector air traffic services and operation of aerodromes in respect to objects which infringe them.

If the island council where the respective aerodromes are located publish more stringent obstacle limitation requirements, then the « inspecteur luchtverkeersbeveiling en operaties luchtvaartterreinen» shall take these into consideration when making safety assessment of obstacles in the vicinity of the aerodrome.

It is the permanent policy of the Directorate of Civil aviation that the « inspecteur luchtverkeersbeveiliging en operaties luchtvaartterreinen», makes use of the obstacle limitation surfaces as defined in annex 14, as incorporated in this chapter, during the execution of its responsibilities unless more stringent requirements are establishedby the respective island governments where the aerodromes are located.

The «inspecteur luchtverkeersbeveiliging en operaties luchtvaartterreinen» shall on an on going basis conduct survey of the aerodromes and their surroundings and report infringements of the specifications of annex 14 as soon as practicable to the aerodrome operator and the government of the respective island.

In ideal circumstances all the surfaces will be free from obstacles but when a surface is infringed, any safety measures required by the Directorate of Civil Aviation will have regard to:

Safety measures could be as follows:

In addition to the requirements described in this chapter it may be necessary to call for other restrictions to development on and in the vicinity of the aerodrome in order to protect the performance of visual and electronic aids to navigation and to ensure that such development does not adversely affect instrument approach procedures and the associated obstacle clearance limits.

For an effective restriction of obstacles around the aerodromes, effective communication and constant coordination is required between the Directorate of Civil Aviation and other stakeholders.

4.1. Obstacle limitation surfaces

Note 2 – The establishment of, and requirements for, an obstacle protection surface for visual approach slope indicator systems are specified in 5.3.5.41 to 5.3.5.45.

4.1. Obstacle limitation surfaces

Note – See Figure 4-1.

An outer horizontal surface is established for every aerodrome where the main runway is 1100 m or more in length.

An outer horizontal surface is a specified portion of a horizontal plane around an aerodrome beyond the limits of the conical surface. It represents the level above which consideration needs to be given to the control of new obstacles in order to facilitate practicable and efficient instrument approach procedures, and together with the conical and inner horizontal surfaces to ensure safe visual manoeuvring in the vicinity of an aerodrome.

Conical surface

The outer horizontal surface extends from the periphery of the conical surface to a minimum radius of 15 000 m from the aerodrome reference point when the main runway is 1860 m or more in length and to a minimum radius of 10 000 m where the main runway is 1100 m or more but less than 1860 m in length.

4.1.1.1 A conical surface is established for every aerodrome.

4.1.1 Description – Conical surface. A surface sloping upwards and outwards from the periphery of the inner horizontal surface. It represents the level above which consideration needs to be given to the control of new obstructions and the removal or marking of existing obstructions so as to ensure safe visual manoeuvring in the vicinity of an aerodrome.

4.1.1.1 A conical surface is established for every aerodrome.

Inner horizontal surface

4.1.3 The slope of the conical surface, 5% (1:20), shall be measured in a vertical plane perpendicular to the periphery of the inner horizontal surface.

4.1.4.1 An inner horizontal surface is established for every aerodrome.

4.1.4An inner horizontal surface is a horizontal plane located above an aerodrome and its vicinity. It represents the level above which consideration needs to be given to the control of new obstacles and the removal or marking of existing obstacles to ensure safe visual manoeuvring of airplanes in the vicinity of the aerodrome.

4.1.4.1 An inner horizontal surface is established for every aerodrome.

4.1.5 The inner horizontal surface is contained in a horizontal plane located 45 m above the elevation of the lowest runway threshold existing or proposed for the aerodrome.

Approach surface

4.1.6 Where the inner horizontal surface is at any point lower than an approach surface or take-off climb surface the inner horizontal surface is the obstacle limitation surface at that point.

4.1.7.1 An approach surface is established for each runway direction intended to be used for the landing of aircraft.

4.1.7 Description – Approach surface. An inclined plane or combination of planes preceding the threshold.

4.1.7.1 An approach surface is established for each runway direction intended to be used for the landing of aircraft.

4.1.8 Characteristics – The limits of the approach surface shall comprise:

Inner approach surface

4.1.10 The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the runway and shall continue containing the centre line of any lateral offset or curved ground track.

4.1.12 Characteristics – The limits of the inner approach surface shall comprise:

Transitional surface

4.1.12 Characteristics – The limits of the inner approach surface shall comprise:

4.1.14 Characteristics – The limits of a transitional surface shall comprise:

4.1.13 Description – Transitional surface. A complex surface along the side of the strip and part of the side of the approach surface, that slopes upwards and outwards to the inner horizontal surface.

4.1.14 Characteristics – The limits of a transitional surface shall comprise:

4.1.15 The elevation of a point on the lower edge shall be:

Inner transitional surface

4.1.16 The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the runway.

4.1.17 Description – Inner transitional surface. A surface similar to the transitional surface but closer to the runway.

Note – It is intended that the inner transitional surface be the controlling obstacle limitation surface for navigation aids, aircraft and other vehicles that must be near the runway and which is not to be penetrated except for frangible objects. The transitional surface described in 4.1.13 is intended to remain as the controlling obstacle limitation surface for buildings, etc.

4.1.17 Description – Inner transitional surface. A surface similar to the transitional surface but closer to the runway.

4.1.18 Characteristics – The limits of an inner transitional surface shall comprise:

4.1.19 The elevation of a point on the lower edge shall be:

Balked landing surface

4.1.20 The slope of the inner transitional surface shall be measured in a vertical plane at right angles to the centre line of the runway.

4.1.22 Characteristics – The limits of the balked landing surface shall comprise:

4.1.21 Description – Balked landing surface. An inclined plane located at a specified distance after the threshold, extending between the inner transitional surface.

4.1.22 Characteristics – The limits of the balked landing surface shall comprise:

Take-off climb surface

4.1.24 The slope of the balked landing surface shall be measured in the vertical plane containing the centre line of the runway.

4.1.26 Characteristics – The limits of the take-off climb surface shall comprise:

4.1.25 Description – Take-off climb surface. An inclined plane or other specified surface beyond the end of a runway or clearway.

4.1.26 Characteristics – The limits of the take-off climb surface shall comprise:

4.1.27 The elevation of the inner edge shall be equal to the highest point on the extended runway centre line between the end of the runway and the inner edge, except that when a clearway is provided the elevation shall be equal to the highest point on the ground on the centre line of the clearway.

4.2. Obstacle limitation requirements

4.1.29 In the case of a take-off flight path involving a turn, the take-off climb surface shall be a complex surface containing the horizontal normals to its centre line, and the slope of the centre line shall be the same as that for a straight take-off flight path.

4.2. Obstacle limitation requirements

Note – The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a runway, i.e. take-off or landing and type of approach, and are intended to be applied when such use is made of the runway. In cases where operations are conducted to or from both directions of a runway, then the function of certain surfaces may be nullified because of more stringent requirements of another lower surface.

4.2.2 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table 4-1.

4.2.1 The following obstacle limitation surfaces shall be established for a non-instrument runway:

4.2.3.1. Principles of Shielding

4.2.3.1.1. General

4.2.3.1.1.1 A new obstacle located in the vicinity of an existing obstacle and assessed as not being a hazard to aircraft is deemed to be shielded.

4.2.3.1.1.2 Unless specifically directed by the Authority, a shielded obstacle does not require removal, lowering, marking or lighting and should not impose any additional restrictions to aircraft operations.

4.2.3.1.1.1 A new obstacle located in the vicinity of an existing obstacle and assessed as not being a hazard to aircraft is deemed to be shielded.

4.2.3.1.1.3 DCANA shall assess and determine whether an obstacle is shielded. The aerodrome operator is to notify the Authority of the presence of all obstacles.

4.2.3.1.1.4 Only existing permanent obstacles may be considered in assessing shielding of new obstacles.

4.2.3.1.1.5 In assessing whether an existing obstacle shields an obstacle, DCANA will be guided by the principles of shielding detailed below.

4.2.3.1.1.6 Obstacles penetrating the approach and take-off climb surfaces

4.2.3.1.1.7 Obstacles penetrating the inner and outer horizontal and conical surfaces.The new obstacle may be accepted if it is in the vicinity of an existing obstacle, and does not penetrate a 10% downward sloping conical shaped surface from the top of the existing obstacle, i.e. the new obstacle is shielded radially by the existing obstacle.

4.2.3.1.1.8 Obstacles Penetrating the Transitional Surfaces.A new obstacle maybe assessed as not imposing additional restrictions if it does not exceed the height of an existing obstacle which is closer to the runway strip and the new obstacle is located perpendicularly behind the existing obstacle relative to the runway centerline.

Note – Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.

4.2.4 New objects or extensions of existing objects shall not be permitted above the conical surface or inner horizontal surface except when, in the opinion of the DCA NA, the object would be shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

4.2.5 Existing objects above any of the surfaces required by 4.2.1 shall as far as practicable be removed except when, in the opinion of the DCA NA, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

Non-precision approach runways

4.2.6 In considering proposed construction, account shall be taken of the possible future development of an instrument runway and consequent requirement for more stringent obstacle limitation surfaces.

4.2.8 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table 4-1, except in the case of the horizontal section of the approach surface (see 4.2.9).

4.2.7 The following obstacle limitation surfaces shall be established for a non-precision approach runway:

4.2.9 The approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects:

whichever is higher.

4.2.10 New objects or extensions of existing objects shall not be permitted above an approach surface within 3000 m of the inner edge or above a transitional surface except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing immovable object.

Note – Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.

4.2.11 New objects or extensions of existing objects shall not be permitted above the approach surface beyond 3000 m from the inner edge, the conical surface or inner horizontal surface except when, in the opinion of the DCA NA, the object would be shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

4.2.12 Existing objects above any of the surfaces required by 4.2.7 shall as far as practicable be removed except when, in the opinion of the DCA NA, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

4.2.12.1Existing objects above an approach surface, transitional surface, take-off climb surface, inner horizontal surface or conical surface should as far as practicable be removed, except when in the opinion of the DCANA the object is shielded by an existing immovable object.

4.2.12.2Objects which do not penetrate an approach surface to a new runway or a proposed runway extension but which would nevertheless adversely affect the optimum performance of visual or non-visual aids should be removed.

4.2.12.3Anything which may, in the opinion of the DCANA endanger aircraft on the movement area must be removed.

4.2.12.4 Except for those objects or vehicles on essential aerodrome duties which because of their function must be positioned within the runway strip (but outside the cleared and graded area) to meet air navigation requirements, any object or vehicle situated on a runway strip which may endanger aircraft must be removed.

4.2.12.5 The inner approach, inner transitional and balked landing surfaces together define a volume of airspace in the immediate facility of a precision approach runway which is known as the obstacle free zone.

No object whether fixed or mobile is to be permitted to penetrate the OFZ during the use of a runway for landing in Category I, II or III operational conditions, except essential visual aids which are frangibly mounted.

4.2.12.6No object whether fixed or mobile is to be permitted to penetrate the baulked landing surface of an OFZ established for Category II or III operations, see paragraph 8.5( c) (ii) and (iv). Where this surface intercepts the Basic ILS missed approach obstacle clearance surface, the latter becomes limiting. The Basic ILS missed approach surface is a 2.5% (1:40) slope commencing 900 metres after the threshold, at the same elevation as the threshold.

4.2.12.7 Confirmation that the extended OFZ baulked landing surface is obstacle free up to the height where it intersects with the Category I ILS missed approach surface will normally be necessary only when the OFZ is initially established. Thereafter the normal safeguarding procedures as well as observance of the conditions of the aerodrome licence will ensure that either the extended OFZ missed approach surface will remain obstacle free or that proposed constructions which might infringe the surface are referred to the DCANA for consideration.

4.2.12.8 Objects which would endanger aircraft in the air are not permitted in a clearway.

Essential aids to navigation, providing they are frangible and do not exceed 0.9 m above ground level or the clearway plane, as appropriate, are acceptable.

4.2.12. 9 Objects which would endanger aircraft on the ground are not permitted in a stopway or runway end safety area. When it is essential for approach light fittings to be situated in a stopway, they must be frangible and not exceed 0.46 m in height.

Licensing of Aerodromes

4.2.12.10 Because of the difficulty of recognition special restrictions must be applied to elevated wires and their supports. Where no other object penetrates a given obstacle limitation surface, overhead wires and their supports should not penetrate a surface passing through the top of the highest existing object and parallel to the established surface for a distance of 1500 m from the runway threshold. The shielding criteria at paragraph 10 do not apply to the shielding of overhead wires.

Licensing of Aerodromes

Note – Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger airplanes.

Note 2 – Guidance on obstacle limitation surfaces for precision approach runways is given in the Airport Services Manual, Part 6.

Note 1 – See 9.9 for information regarding siting of equipment and installations on operational areas.

Note 2 – Guidance on obstacle limitation surfaces for precision approach runways is given in the Airport Services Manual, Part 6.

4.2.13 The following obstacle limitation surfaces shall be established for a precision approach runway category I:

4.2.14 Open.

4.2.15 The following obstacle limitation surfaces shall be established for a precision approach runway category II or III:

4.2.16 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table 4-1, except in the case of the horizontal section of the approach surface (see 4.2.17).

4.2.17 The approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects:

whichever is higher.

4.2.18 Fixed objects shall not be permitted above the inner approach surface, the inner transitional surface or the balked landing surface, except for frangible objects which because of their function must be located on the strip. Mobile objects shall not be permitted above these surfaces during the use of the runway for landing.

4.2.19 New objects or extensions of existing objects shall not be permitted above an approach surface or a transitional surface except when, in the opinion of the DCA NA, the new object or extension would be shielded by an existing immovable object.

Note – Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.

4.2.20 New objects or extensions of existing objects shall not be permitted above the conical surface and the inner horizontal surface except when, in the opinion of the DCA NA, an object would be shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

Runways meant for take-off

4.2.23 The dimensions of the surface shall be not less than the dimensions specified in Table 4-2, except that a lesser length may be adopted for the take-off climb surface where such lesser length would be consistent with procedural measures adopted to govern the outward flight of airplanes.

4.2.22 The following obstacle limitation surface shall be established for a runway meant for take-off:

4.2.24 The operational characteristics of airplanes for which the runway is intended shall be examined to see if it is desirable to reduce the slope specified in Table 4-2 when critical operating conditions are to be catered to. If the specified slope is reduced, corresponding adjustment in the length of take-off climb surface shall be made so as to provide protection to a height of 300 m.

Note – When local conditions differ widely from sea level standard atmospheric conditions, it may be advisable for the slope specified in Table 4-2 to be reduced. The degree of this reduction depends on the divergence between local conditions and sea level standard atmospheric conditions, and on the performance characteristics and operational requirements of the airplanes for which the runway is intended.

4.2.25 New objects or extensions of existing objects shall not be permitted above a take-off climb surface except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing immovable object.

Note – Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.

4.2.26 If no object reaches the 2 per cent (1:50) take-off climb surface, new objects shall be limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 per cent (1:62.5).

De raadpleging van dit document komt niet in de plaats van het lezen van het oorspronkelijke Staatsblad of de Staatscourant. Wij aanvaarden geen aansprakelijkheid voor eventuele onnauwkeurigheden die voortvloeien uit de omzetting van het origineel naar dit formaat.

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Besluit toezicht luchtvaart BES

2.2. Aerodrome reference point

2.3. Aerodrome and runway elevations

2.4. Aerodrome reference temperature

2.5. Aerodrome dimensions and related information

2.6. Strength of pavements

2.7. Pre-flight altimeter check location

2.8. Declared distances

2.9. Condition of the movement area and related facilities

Water on a runway

2.10. Disabled aircraft removal

2.11. Rescue and fire fighting

2.12. Visual approach slope indicator systems

2.12. Visual approach slope indicator systems

2.14. Aerodrome Information to be provided to the AIS office

CHAPTER 3. PHYSICAL CHARACTERISTICS

3.1. Runways

CHAPTER 3. PHYSICAL CHARACTERISTICS

Location of threshold

Actual length of runways

3.1.7. Primary runway

3.1.8. Secondary runway

3.1.8. Secondary runway

Width of runways

3.1.10. The width of a runway shall be not less than the appropriate dimension specified in the following tabulation:

3.1.10. The width of a runway shall be not less than the appropriate dimension specified in the following tabulation:

3.1.12. open

Slopes on Runways

3.1.12. open

3.1.13. Longitudinal Slopes

3.1.15. Longitudinal slope changes

3.1.16. The transition from one slope to another shall be accomplished by a curved surface with a rate of change not exceeding:

3.1.17. Sight distance

3.1.18. Distance between slope changes

3.1.19. Transverse slopes

Strength of runways

Strength of runways

3.2. Runway shoulders

General

Width of runway shoulders

Slopes on runway shoulders

Slopes on runway shoulders

3.3. Runway turn pads

General

Slopes on runway turn pads

Slopes on runway turn pads

Surface of runway turn pads

Shoulders for runway turn pads

3.4. Runway strips

General

General

Width of runway strips

Objects on runway strips

Grading of runway strips

Slopes on runway strips

3.4.12. Longitudinal slopes

3.4.13. Longitudinal slope changes

3.4.13. Longitudinal slope changes

Strength of runway strips

3.5. Runway end safety areas

General

Dimensions of runway end safety areas

Objects on runway end safety areas

Clearing and grading of runway end safety areas

Slopes on runway end safety areas

3.5.8. General

3.5.8. General

3.5.9. Longitudinal slopes

3.5.10. Transverse slopes

3.6. Clearways

3.6. Clearways

Location of clearways

Length of clearways

Width of clearways

Objects on clearways

3.7. Stopways

3.7. Stopways

Width of stopways

Slopes on stopways

Surface of stopways